Speed-changing mechanism



Oct. 29, 1929. E. A. VESSEY 1,733,704

SPEED CHANGING MECHANI SM Filed June so, 1924 10 Sheets-Sheet 1 5 67-840 656 6 2 Flcl.

fnuebfar E. 4. Va sse MVAM Oct. 29, 1929. E. A. VESSEY SPEED CHANGINGMECHANISM 10 Sheets-Shet 2 Filed June 30, 1924 1929- E. A. VESSEY SPEEDCHANGING MECHANISM Filed June 50, 1924 10 SheetsSheet Oct. 29, 1929. yE. A. VESSEY 1,733,704

sPEEb CHANGING MECHANISM Fil ed June so, 1924 10 sheets-sheet v4 FIG. 9.Im/ebfir 5,4;Vessey Oct. 29, 1929. V SSEY 1,733,704

SPEED CHANGING MECHANISM Filed June so, 1924 10 Sheets-Sheet 5 In uehTorE. /4. essey Oct. 29, 1929. E. A. VESSEY 1,733,704

SPEED CHANGING- MECHANISM Filed June 30, 1924 10 Sheets-Sheet 6 zymqlOct. 29, 1929.

E, A. VESSEY SPEED CHANGING MECHANISM Filed June 30 1924 10 Sheets-Sheet8 Fml l.

Oct. 29, 1929. v ss 1,733,704-

SPEED CHANGING MECHANI SM Filed June 30, 1924 10 Sheets-Sheet 9 243 4Inventor E, VGSSe mvw Oct. 29, 1929. E. A. VESSEY 1,733,704

SPEED CHANGING MECHANISM Filed June 30, 1924 10 Sheets-Sheet l0l'huenlor E ESSea Patented Oct. 29, 1929 UNETED snares PATENT oFFIcE IERNEST ABINGTONQVESSEY, or LONDON, ENGLAND SPEED-CHANGING MECHANISMApplication'filed June 30, 1924, Serial No. 723,339, and in GreatBritain Julyll, 1923.

This invention relates to infinitely variable gears of the type whereina rigid Wheel or the like is secured toa driven shaft and is adapted tobe driven by pawls or the like connected by links to a driving shaft sothat upon mutually displacing the axes of the two said shafts avariation'in speed ratio is produced. Experience has shown that in suchgears in consequence of the necessity in practice for using links whichare relatively short in comparison with the length of the driven lever,and therefore in consequence of the varying obliquity of the link forvarious angular positions of the driving lever, the angular velocity ofthe pawls, especially with the higher gear ratios, varies during the arcof contact to a very considerable degree. The effect in practice withslow running gears is to cause a considerable variation in the angu- 2lar velocity of the drivenshaft accompanied at some periods by areversal of the forward driving effort, or with fast running gearshaving high momentum or driving other units having high momentum, ofheavy and highly variable stresses in the mechanism accom' panied byintermittent driving action and resulting in serious wear upon thedrivingsurfaces. i

The object of the present invention is t obviate these drawbacks and toprovide constructions in which certain other advantages, as areindicated below, may be achieved.

In order to compensate for the varying obliquity of the relatively shortlink and to ensure for any specified gear ratio withinthe limits of themechanism that the angular velocity of and torque applied to the drivenshafts shall be constant throughout the arc of contact, I either arrangethat the crank pin of the driving lever shall be causcd'to de scribe apath inspace which is an ellipse and.

not a circle, as used hitherto (except in the special case mentionedlater) or I provide a divided link, hinged at some point in its length,and cause the hinge pin to describe an ellipse. I

In either case the'dimensions of the ellipse and its dispositionrelative to the centre of the driving shaft will not'be constant but 59will require to be varied for each individual speed ratio. For instance,when the speed ratio of the gear is 1/1 the crank pin path is requiredto be acircle (a circle being mathe matically a special formof ellipse);As the speed ratio increases the ellipticity of the ,55 path alsoincreases, rapidly at first, to a maximum, afterwhich it decreasesmoreslowly towards a circular form. The angular position of the axes of theellipse with respect to the vertical for various ratios also requires tobe 150 varied, as also does the position of the centre of the ellipsewith relation to the centre of the driving shaft; I t j The presentinvention consists in an infinitely variable gear of the type described0'65 wherein the driven member, when under conditions of drive, isconstrained to'perform substantially uniform angular motion.

, The invention further consists in an infinitely variable gear of thetype described -7 wherein the pinsof the driving membersunder'conditions ofdriveare constrained to, move alternatively in acircular or an ellipticalpath, as required;

-The invention further consists in an in- I finitely variable gear ofthe type described inelud ng a crank and crank pin partaking of acircularmotion, a llnk pivoted to the crank pin and to a driving memberand means effective'to restrain the latter pivoting point al- 180'ternatively to anelliptical or a circular path as required. 1 I

'The invention further consists in an infinitely variable gearof' thetype described wherein practically. uniform angular motion is impartedto the driven shaft during drive under all speed ratio settings withinthe capacity of the gear by the provision of ellipsegeneratingqmechan'ism' and means for varying the ellipticity of theellipse,-the eci I centricity of theaxis of said mechanism relatively tothe axis of the driving shaft and the angular position of the axes ofsaid mechanism, I i

The invention further consists in anine finitely variable gear oftlietype described wherein approximately uniform angular motion is impartedto the driven shaft during drive under all speed ratio'settings withinthe capacityiof the gear bythe provision of mechanism serving to producemean elliptical motion of the driving crank pins and of means forvarying the eccentricity of the axis of said mechanism relatively to theaxis of the driving shaft.

' The invention further consists in an infinitely variable gear as setforth above including means incorporated with the gear for adjusting bypower the speed ratio of the gear under the control of the driver.

The invention further consists in an infinitely variable gear as setforth ab including power-operated control means whereby the speed ratioof the gearis automatically ad usted, without the intervention of thedriver, to suit the load of the moment and thus to allow the speed ofthe engine or other driving unit. to remain constant predetermined valueand to providemeans of substituting instantaneously voluntary control bythe driver in place of the automatic control.

The invention further consists an infinitely variable gear of the typedescribed including means for effecting positive coupling between thedriving and driven members of the gear during the arc of drive,substantially as herein described.

The invention further consists in an intinitelv variable gear of thetype described emaodying a reversing gear substantially as hereindescribed.

The invention further consists in infinitel variable gear of the typedescribed embodying pawl-actuating mechanism substantially as hereindescribed.

The invention further consists in an infinitelv variable gear of thetype described'en bodying duplicating mechanism. substantially as hereindescribed, for driving and con trolling the path of a second orreasonable number of crank pins without duplicating the ellipsegenerating mechanism.

The invention also consists in infinitely variable gears, substan iallyas herein escribed with reference to the accompanying drawings.

Referring to the accompanying drawings Figure, Tris averticallongitudinal section through a construction of gear in accordance withthe present invention wherein absolutely Figure 3 is a verticalcross-sectional view 7 thereof on the line 33 of Figure 1;

' thereof on the line 5 thereof on the line 6 Figure 4 is a verticalcross-sectional thereof on the line 4t of Figme 1;

Figure 5 is a vertical cross-sectional view 5 of Figure 1; Figure 6 is avertical cross-sectional 6 of Figure 1; isia vertical cross-sectionalview Figure thereof on the line 77 of Figure 1;

of a modified form of duplicator mechanism;

Figure 11 is an end elcvational view of a modified form of ellipsegenerator mechanism;

Figure 12 is a side elevational view corresponding to Figure 11; VFigure 13 is a vertical longitudinal section through a modified form ofconstruction wherein approximate. compensation is provided;

Figure 1% is thereof on the a vertical cross-sectional view 7 line14.,l4: of Figure 13.

Figure 15 is a vertical cross-sectional view thereof on the line 1515 ofFigure 13.

Figures 16 and l? are fragment-a1 sectional views;

Figure 18 isavertical cross-sectional view on the line 18'18 of Figure13;

Figure l9 is a vertical cross-sectional view on the line i919 of Figure18';

Figure 20 is a vertical cross-sectional view on the line 20-20 of Figure13.

According to Figures 1 to 9, one ezran iple of a complete gear asapplied to mechanically'driven vehicles. is illustrated. gear comprisesthe following components which will be describedseriatim The universalcoupling.

) The ellipse generator.

) The duplicator.

) The speed varying mechanism. The pawl operating mechanism. 5

Thereversing gear. The automatic power control.

In carrying the invention into effect according to this exampleemploying the pre ferred method, i. e., that in'which the crank pin ofthe driving lever is constrained to move in ellipses or in a circle Theuniversal coupling is of any known type, such as the Oldham coup-ling,which allows parallel displacement of the aXis of the ellipse generatorin any 2 irection relatives to that of the driving shaft. 2 representsthe driving shaft ano 3 the shaft coupled thereto.

The ellipse generator consists of three mem bers one of whiclnd, isslidahly mounted on pins 9 in a frame 5 ca able either of rectilineardisplacement in a plane right angles to the axis-of. the or, shown,capable of displacement in a plane at t angles to the axis of the gearabout centre situated eccentrically with respectto the centre of thedriving shaft 2.

The frame 5 is rockably carries in an eccentric sleeve housing 6. 7

Movement of the sleeve housing 6 achieved by meansof a worm 7 engag'n.toothed portion of the sleeve housin The second member 8 of thegenerator slidably mounted on pins, 10 in the same frame 5 in such amanner as to be movable in the same plane as the first member but in adirection at right angles to that of the first member. 5 of these tworeciprocating members sand 8 constitute the two axes of theellipse.

The two reciprocatingmembers 1 and. 8 are mutually coupled by means of acrank pin or eccentric 11 which is carried by the member a in the member8 and is rotated by means of a drivingsleeve 12 rigidly attached to theshaft 3. This drive is effected by pro viding radial fingers projectinginwardly from the eccentric 11, which fingers engage slots formed in thesleeve 12. These fingers also pass through elongated slots formec in thesleeve 12.

The throw of the eccentric is adapted to be varied with changes of gearby any suitable means but preferably by an eccentric or double-actingcamp The member 15 constitutes such an eccentric which engages inwardlyprojecting plugs 13, 14 on the eccentric 11. This member 15 is rotatablymounted within the boss ofthe member 4 and isdisplaceable angularlyduring reciprocation and rotation of the latter by means of a specialform of differential gear coupled so as to operate synchronously withthe displacement of the frame 5. o

This differential gear comprises a sun pinion 17 rigidly secured to theshaft 3, planet pinions 18- and 19 meshing therewith and meshing withinternal teeth formed within thesleeve portion of the member arespectively. I

The spindles carrying the planet pinions 18, 19 are mounted in a loosecage and c2 ry also two further planet pinions 20, 21. These latter meshwith external teeth formed-on themember 22 and mesh with an internallytoothed ring '23. The member 22 iskeyed to the member15 and the ring 23also bears external teeth which engage a rack 24. This rack carries acrosshead 25 which embraces a slide block 27 on a pin 26 (Figure 4)rigid with the stationary gear casin and the rack is capable ofreciprocationwithin the member 4 which guidesit. The crosshead slidesare parallel to the pins 9 and thus the IGClPfO cation of the member 4does not cause rotation of the rin Rockin of the frame 5 i a: a duringgear change,

I fashion, e. g, means of'serrations.

The lines of motion inthe frame This crank, due to the harmonic motionset up by the two sliding members superimposed upon the circular motionof the third member, will describe either a circle or a series ofellipses of ellipticity variable under the control of the mechanism,Which will be, de-

scribed below.

The frame 5 of the ellipse generator, in addition to being capable of acurved movement in a plane at right angles tothe axis by the eccentricrocking of itshousing 6, as already described, is capable of angularmovementabout its own axis in the same plane in order that adjustment ofthe angular position of the axes of the ellipse may be effected. Thismovement may be controlled, in one form, by means of a pin or roller 32(Figure 4) fixed in the gear case and working in a slot 33 ofsuitablefformation inthe frame 5 so arranged that for any givendisplacement of the housing 6 the correct angular setting of the frameis obtained synchronouslv. I

The generator frame 5 is rotatably mounted in the housing 6 which itselfis eccentrically supported on the gear case so that for anyspeed-ratio-setting the corresponding vertical and horizontaldlsplacementsof the centre of the ellipse are. effected in synchronismand individually are appropriate for that setting. The crank 16embodiesaradial slide 29 in which there is a slide block 30 carrying themain crank pin 31 and the throw ice link 34 (Figure 3) which is pivotedat one I end to the crank pin 31. The motion of this crank pin isrepeated in a duplicate crank pin 5 32 by means of duplicator mechanism,as described below. I I I D I The duplicator consists of two sleevemembers 37, 38, one arranged tooscillate within I the other. I

The outer sleeve 38 isrotatably mounted within the frame 5 of theellipse generator,

so as to be always concentric with the ellipse and is rotated by meansof an inwardly pro -jecting radial pin 39 slidably connected to the maincrank pin .31 by means of the member 12. At asuitable position aroundthe circumference of the sleeve 38 is another in- Wardly projectingradial pin adapted to slidably receive a further member d1 coupled tothesubsidiary crank pin 32. i v

The inner sleeve 37 .wh ch is slotted to accommodate thefpins 39 and 10of the sleeve 38 and allow of small angular displacement with respect toit carries twoinwardly projecting lugs 43,4 1, which are coupled by linrs 415 as, respectively,"to the members 42, 11.

ranged with their axes inclined to the radius in such way that radialmovementof the main The pins 39, 10 of the outer members are an crankpin 31 within the sleeve 38 will cause the inner sleeve 37 partially torotate and by its rotation reproduce in the subsidiary crank pin 32movement similar in all respects to that or" the main crank pin. Thecrank pins may be described as intermediate driving memb More than onesubsidiary crank pin may similarly be employed, if desired.

The speed varying'mechanism may be preciscly similar to that describedin British Patent No. 18,909 of 1913 with the exception that the longdoubleended dri ing crank as used thereunder is replaced (according tothe present invention) by the, combination of the uni 'ersal coupling,ellipse 'enerator and the drnalicator. Further, according to the presentinvention the short cranks with their crank pins are replaced byeccentrics formed one on each variable speed sleeve. Eccentric strapsrotatably embracing the eccentrics and carrying respectively the mainand subsidiary crank pins ofthe gear are substituted for the bent lin rsoriginally used.

As shown in the drawings (Figures 1, 5 and 6) two variable speed sleeves47, 48 are rovided and each i furnished res aectivel P with an eccentrica9 and 50 and at the end opposite to that carrying the eccentrics with aflange between which and the eccentric extends a housing or bearingbored parallel to the axes of the gear to slidably receive the pawls, ofwhich it carries a pair at each end. These variable speed sleevesconstitute alternately operating driving members for the driven shaftsOne variable speed sleeve is arranged to penetrate the other and isrotatably carried therein, the inner sleeve 47 being di *ided in a planeat right angles to the axis for ease of erection, the two halves beingsuitably keyed at 51 to rotate as one when assembled.

The pawls 52, of which there are eight,

' ii-formation but considering any completed pawl cylinder the teeth 0tone pawl are displaced with respect to those of the other pawl by halfof one pitch, 1. e., if, the }Ol1'lt between them, one pawl commenceswith a teeth the other willcommence with a tooth Similarly,corresponding pawls at,

space. v opposite ones of a variable'speed sleeve will have teethvarying by half oi one pitch.

In cases where the radius at wh ch the pawls operate falls within theprofile of the eccentrics 4&9, 50 appropriate circular slots 5e, 53 inthe body of the eccentric to allow of V the relative angular movement ofthe pawls are provided.

Each pa1r of pawls in two opposed cylinders is connected by a simpletoggle pair,the members of which are hinged together at one end andpivotally connected, each to a pawl, at the other.

The hinged end of a toggle pair is arranged free to slide at rightangles in a plunger 56 slidableradially with respect to the axis of thevariable speed sleeves but is constrained to move radiallysimultaneously with the plunger. Thus, whenthe plunger is moved radiallyin one direction the pawls 52 are caused bytoggle act-ion to projectbeyond the face of the eccentrics and when moved in the other directionare withdrawn.

Rotatably carried within the variable speed sleeves is a shaft 57 onwhich are rigidly fixed two discs, 58, 59, upon one face of each or"which are cut radial teeth or serrations throughout the circumferenceand of similar form to those on the pawls 52. The serrated faces,separated by the variable speed sleeves,

arranged vis-a-vis with teeth in one opposite teeth in the other, theteeth in the discs ingthus in a position to receive the teeth the pawls,when the latter are projected beyond ltne face of the eccentrics, bymeans or the toggles.

By this arrangement it follows that if, at particular gear ratio, theteeth on any given pawl 52 are so situated with respect to those of thecorresponding disc 58 or 59 that when projected by the toggles they meetpoint to point, the teeth in the pawls at the opposite end 01 thevariable speed sleeve will be in a position to fully engage with thoseof their respective disc, the whole toggle system sliding axially withrespect to the gear to enable them to do so. In this manner a form ofdifferential engagement is secured whereby, for any given variable speedsleeve, the sum of the depths of engagementot all four pawls must underall conditions be equal to at least two full depth engagements.

Integral with the eccentric of the outer variable speed sleeve .48 is aboss 60 formed concentric with the bore of the sleeve; this'boss '60being rotatably mounted in corresponding bearings 61 formed in or fixedto a bearing plate 62 attached to the casing 63 of the gear. The twocrankpins 31, 32 are coupled to the eccentrics l9 and 50 respectively bymeans of links or eccentric straps c4 and 65.

By the means described, positive coupling between the driving shaft randthe driven shaft- 57 is secured and since for any given variable speedsleeve opposite pawls react upon each other with forces which are alwaysequal and opposite, no unbalanced thrust remains to be taken by thenon-rotating members or the gear case, the pressure being distributedinternally between the discs 58 and 59. Also, since the pressure betweenp'awls and discs is applied by a toggle the operating force isrelatively small and since when the pawls are fully engaged the twomembers of the toggle are almost co-linear the force required to Thepawl operating mechanism consists of an annular cam arrangedconcentrically with the.Variable speedsleeves a7, 48, and encirclingthem made preferablyin four parts 68, 69, 70, 71, each part being in theform of an inwardly flanged ring having the flange at one end of thering. The four rings are arranged telescopically, (Figure 1) with theirflanges abutting and are capable of being independently rotated orrigidly fixed as described below. The inner periphery of all the flangesis machined to, such a form that as the variable speed sleeves withtheir toggle plungers rotate within the cam ring with the toggle rollers66 running on the inner periphery of the cam] flanges, the pawlsarealternatively pressed into contact'withthe driving discs or-allowedto be forced out of contact under the wedge action of the pawl teeth,the relative length of the high and low part of the composite camsurface being so pro portioned that when the cam rings arerevolved sothat thehigh part of all the cam surfaces coincides, the correct arc ofpawl contact is given for the highest gear ratio for which the gear isdesigned. 13y suitable rotation of the cam rings 68, 69, 70, 71 with 'respect to one another-the high part of the composite cam surface maybeincreased inspan to nearly four times that when the surfaces arecoincident and therefore the duration of pawl engagement/may be variedto suit the requirements of the gear ratio.

The assembled cam is rotatably supported on a bearing forming part ofthe bearing plate 62 and the lengthening and shortening of the compositecani surface, is accomplished in the following manner :.The extremeinner and outer camrings 71 and 68 are each provided with inwardlyprojecting rim portions 72, 73, respectively, These rim portions engagegrooves formed in blocks 74, :('5,-re sp'ectively, which latter are inturn slidably carried in a slot 76 in a forked member 77. This forkedmember straddles theoutermost cam member and belowthe slot 76 bearsanother slide block 78 in a further slot 79.

This block 78 carries a curved projection 80 engaging a groove in thehousing 6, this groove being of such a curvature that when the ellipsegenerator is laterally displaced to vary the speed-ratio-setting theinner and outer cam rings 71 and 68 are synchronously rotated inopposite directions by an amount sufficient to givethe correspondingcorrect length of pawl contact. Ofthe remainin two cam rings and 69 thelatter is coupled to the outer ring 68 and the former to the inner ring71 in such a manner that as each is almost uncovered itis drawn afterits mate in much the same man-ner as the/leaves of afan.

The high part of the cam surface 1s so proportioned that when thetogglerollers 66 are in contact with it the two membersof the toggle arealmost in lines The pressure between the roller and cam surface to keepthe pawls in contact is therefore very small. The col-- lapsing tendencyof the togglesis, however; Y

sufiicient to allow the pawls 52 to. disengage automatically by virtueof thewedge action of the teeth immediately the roller 66 leaves thehigh part of the cam surface, I

lVhen the gear is set for direct drive e.,'

when the gear ratio is 1/ 1) it is desirable that there should benocontact between the cam surfaces and the toggle roller and this is ac Jcomplished automatically in .the following.

When the gear ratio is 1/1 'tl1e higl1fpart of the cam surface is asemicircle, also each pair of pawls n one var able speed sleeve 1sdiametrically opposite those in thejother sleeve. If, therefore, whenthe jsleevesare in this position conical holes 81 are provided in thebody of eachopposite the conical projec s tion 56 on the inner end ofthe toggle plunger of the other it will be possible in thisposition, andin this position on1y,'to press the toggles completely over their owndead centre, in which position they will be retained by the drivingforce between the pawls and discs.

In order to provide'the extra push to the.

toggle plungers the high part of the cam surface of the extreme innercam ring I 71 1s hinged towards the end first metyby the rollers as theypass it, the other end being pressed radially inwards by a light springin such a manner thatas the roller is passing it, 1t 15 first pressedback into its normal posit onv but immediately the roller has passed it.is

caused to project beyond the normal'high" cam surface to a sufficientamount to give the extra movement required to force the toggle over itsdead centre. 'At the instant when the high cam surface becomes asemicircle the hinged leaf of the lnnermost cam ring 71 makes contactwith a'small wedge or stop 82' carriedupon the bearing bracket of thecase,

so obtaining the support necessary tocom-I plete the toggle travel ofeach plunger as it passes. I c

Upon the speed-ratio-setting being changed the relative motion betweenthe variable speed sleeves forces the toggles, by means of the conicalprojections 56 on the toggle plunger,

across the dead centre and so allows the driving pressure between thepawls and discs to effect disengagement automatically as before when thehigh part of the cam is passed. At

the same time, the hinged cam surface is with- 2'5 able means from thedrivers seat.

drawn from contact with the Wedge or stop 82; ieavingit free to assumeits normal freedam of action. a c

The reverse gear comprises a simple epi cyclic train comprising a sleeve83 with internal spur teeth integral With or rigidly attached to thelast driven shaft 8 1 of the gear, a central pinion 85 rigidly attachedto the variable speed-shaft '57 (and therefore ah 'ays g6? revolving thesame "direction as the engine) and two or more planet pinion's 86 erging- With the internal Wheel and the central pinion, The lanet pinionsare free to rotate on separate spindles carried at opposite ends of adiameter in a cage 87 rotatable in a plane at right angles to the axisof the gear and capable of being displaced axially with respect to thegear'undei' the control of a fork "88 operated by levers and rods or byany other suit G'n both ends of the cage are formed clutch teeth, thoseon the forward end engageable with corresponding teeth 89 formed in or51; a l}? attached to the gear case, and those a; the

{5* rear end engage able with corresponding teeth 90 formed 'o'n'theinner face of the web or" the sleeve 83. V I

this in'eans, when the cage 87 is in the backward position it is coupleddirect to th *sleeve 83 by means of the rear clutch, relative nactionbetween them cannot take place and consequently the teeth of an theWheels act as keys and the sleeve 83 is driven in the Same'direCti'On asthe central pinion.

On the other hand, When't'he cage is in the forward position it is heldat rest by means of the forvvard clutch, the sleeve 83, through theagency "or the planet pinions 86, being therefore driven in the reverseeasements the cen tral pinion 85.

A neutral position is provided when tl'e cage is midway (as is indicatedin Figure 1*} betvveen its extreme forwardand backward positions and adefinite stop is provided on the operating quadrant to locate thisposition. a V

The speed of the vehicle may obviously be varied in the same degreeWhether it is being driven forward or backward, but means are providedwhereby the clutch-operating gear may be interlocked With thespeed-varying mechanism in such a manner that it is impossible to startthe car in either direction except when the gear is set for the lowestgear ratio; When'the gear is fitted With full-automatic control suchinterlocking,vhowever, is usually unnecessar The automatic power controlcomprises a pair of clutches of special design the cones 91, "92 erivhich are rigidly attached to the spindle 93 which is connected to theworm 7 mentioned in connection with the ellipse generator thrtiugh atrain of gear Wheels 94:, 95, 96. Each cup 97 and '98 is'attachedrespeet'i vely to a bevel Wheel 99-, 100, arranged to rotate freelyinbearings provided in the gear case with the large ends of the cupsfacing each other, the bevel Wheels 99., 100 being connected by means ofa third bevel 101 running in a plane at right angles to their plane ofrotation; The bevel Wheel 100 is coupled by means of skew Wheels 102,103, or some other suitable arrangement, to the first drive shaft 2 ofthe gear so that all bevels are constantly in motion as long as the mainclutch is in gear. The cups are of special design, being made in theform of helical springs bored conical on the inside to fit the cones,one spring being made right-handed and the other left-handed. Betweenthe cups and coaxial with them is arranged a collar 1'04 adapted to bemoved aiially, either automatically under the agency 'ozt 'aspring-controlled governor of the centrifiigal t pe or through theagency of levers -'and rods or other suitable means by the driver. Thecollar is of such a thickness that when in thecentralpesitionits'cornpressesboth'springcups 97, 98, sufficiently toleave them rotationally free in relation to the cones 91, 92, but it itor the ring 109 attached thereto be displaced axially either in onedirection or the other it releases one or other oi": the springs as thecase may be and allows it to grip and drive its respective cone, thusthrough the agency of the Worm and 'Wheel altering the gear ratio. Stops105, 106 on sliding'bar 10. are provided and a pin 108 is provided onthe housing 6 so that when the extreme ratios of the gear are reachedthe cellar 104 and ring 109 are suddenly returned to their centralposition, no matter whether they "be -operating at the time undercontrol of the driver or governor. This is eiiected by the provision ofa fork 320 loosely keyed upon the bar 107 between collars 321 and 322,which fork loosely'st'raddles the ring 10980 that the ring having beenreturned to its central position by one fork limb, thus disengagingbotlrclutches, is still free to move in such a direction as to engagethe clutch other than the one which has placed it centrally. A springoperated locating plunger 323 is provided to hold the fork limbs eitherin extreme or mean positions and to cause sudden termination of thestroke. This plunger also serves "to impart slight relative motionbetween the run: 320 and the bar 107 in order to 'eifect completedisengagement of the clutch concerned. A small lever 110 is provided andis capable of being caused to engage ring 109 when the driver desires toassume control. This lever 110 is pivoted to a lug attached to a tube111 against the remote end of which the enter casing of a Bowde'ncontrol 112 abuts,

By this means by pulling the inner memher 118 relativelytothe member 112the lever 110 is caused to engage the ring against the tension of thereturn spring provided, whereas by subsequentconcerted movement-of bothLII member 113 to a control lever (not shown) so that by raising orlowering the latter the necessary movement of 113 to engagethe lever 110is effected. I 3

To the same control lever is attached a further Bowden control member324 (Figure 7) in such a manner that horizontal movement of the saidlever causes the concerted movement of both members 112 and 113. y

The tension on the controlling spring 120 of the "overnor is ad'ustablewithin wide limits while in operation by a lever-operated screw abutment121'and means (not shown) areprovided for locking the leverin anypredetermined position.

The operation of lows :Assuming that the vehicle be stand-' ing and itis desired tostart; the engine is running and the reverse lever is inthe neutral position. The'clutch is withdrawn in the usual manner andthe reverse lever placed in forward drive position. The engineaccelerated and the clutch is engaged gradually. Immediately the enginefeels the load of the vehicle it' will decelerate should the gear ratiobe insufficient to' start the vehicle; the governor balls will partiallyclose andin so doing will release one spring cup and engage the other,causing the ellipse generator to move in such a direction as toincreascthe gear ratio l and will leave this clutch in operation until such timeas the vehicle begins to move, The engine speed will nowbe increasingandthe governor balls moving farther and farther apart, so bringing theclutch collar back to its f central position. As the engine tends torace the other clutch is put into operation and the gear ratio isgradually reduced as the speed,

of the vehicle increasesuntil when the gear is in direct drive thegovernor is cutout by the automatic stops. Should the vehicle newcommence to mount'a hill sulliciently steep to reduce the engine speedbelow normal the governor closes and thereby increases thegear ratiountil the normal engine speed is reattained, after which it graduallyreduces the gear reduction once more.

'By suitably adjusting the governor control spring it will be possibleto limit the maximum speed of the vehicle to any predetermined figureand it is suggested that this facility may be of great use to the policein dealing with persistent offenders against the public safety and islikely to be more eflicacious than cancellation oflicense.

The improved gear has been described in the above example particularlywith respect to its application to the driving of mechanically propelledvehicles but it is understood that when otherwise applied one ormorecomponents or any'or all of the various adjustthe governor is as folments may be omittedas may be consistent with the application required.

In operation, when applied to the driving of mechanically propelledvehicles, the shaft 2 has power applied to it from the engine(preferably through the intermediary of a frictionclutch.) andassumingthe gear is set to some ratio other than 1 to 1-say rotation iscommunicated to shaft 8 through the Oldham type coupling. -The shaft 3is rigidly attached to the sleeve 12 which in turn being coupled to theeccentric 11 by means of the inwardly projecting fingers causes theeccentric 11 to rotate with the shaft 3. Rotation ofthe shaft 8, sleeve12 and'eccentric 11 therefore causes the reciprocating members 4 and 8to reciprocate along straight lines at i to 1the right angles to eachother under the constraint of their respective guides 9 and 10, and thecrank pin 31 therefore describes elliptic motion the character of whichis determined by the lengthof the crank and the eccentricity of theeccentric with respect to the common centre ofthe shaft 3 and sleeve i12. duplication mechanism to the second crank pin 32, and these pinsdrive the two variable.

sleeves 4t? and -18 respectively through the intermediary of eccentricstraps. 64, '65, and eccentrics $9,450. The variable speed sleevesalternately during the arc of drive are clutched to the serrated discs58,59 on the through theintermediary of the reversing 1 mechanism 83,85, 86, 87 and 88. j I,

Various modifications in the gear described above maybe made. Forexample, the ellipse generatorin another'form, as illustrated in Figure10, consists of two similar internally toothedgearwheels 300, 301arranged concentrically and side by side. i Gearing with theseinternally toothed wheels are spur planet wheels 302 and 303respectively of half the diameter of the wheels 300, 301, the two planetwheels being ar ranged mutually concentrically side by side androtatably mounted upon the same crank pin 804 which is carried at theend of a lever (not shown) rotatable about the common centre of thewheels 300, 301.

The lever is driven by the engine through the agency of a universalcoupling of thetype described above in such a manner that it allowsofparallel' displacement in any direction of the axis of the wheels 300,301, with respect to the driving shaft of the gear.

In'the planet wheel 303 is provided a radial slot 305 or bearing inwhich the main crank pin 306 ofthe gear may slide. The crank pin 306 isintegral with a second crank pin 307 whichis carried by the secondplanet wheel in such a manner that relative rotation between Thiselliptical motion is conveyed by the frame, i. e..

the planet wheels 303, 302 will radially displace the main crank pin 306of the gear with TGC'PBCL tothe axis of the crank pin 'il hen the centreof the main crank pin 306 is coincident with the centre of the pin 30%the path or space of the former will be a circle, but for any othersetting of 306 its path in space will be an ellipse, the sum of the axesof the ellipse being constant but the ellipticity incres as theeccentricity between the main crank pins 306 and 304i is increased.

The internally toothed wheel 301 is supported in the gear case in amanner similar to t 1111; described above for the ellipse generator e tmay be rotated through small angles about its own ce re and may also bedisposed in a plane at right angles to the gear axis about a centresituatedeccentrically with respect to the centre of the driving shaft,or

may be capable of rectilinear displacement in a plane at right angles tothe The whee 30.0 is rotatably mounted with- I in the wheel 301 and maybe partially rotated with respectvthereto by means of a Suitablearrangement of lever and link motion (not shown) coupled in such amanner that for any given displacement of the wheel 301 with respect tothe axis its correct angular position and the eccentricity oi the maincrank pin 306 are syuichronously given.

In a modification of the form or" ellipse generator last described thetwo planet pinions are both directly mounted upon the lever crank pin.One planet wheel is provided with a radial slot in which a sliding blockcarrying the main crank pin slides. This block carries a second crankpin which is coupled by means of a link to a crank pin on the secondpinion; Thus, as before, when the centre of the main crank pin iscoincident with the common planet centre the path in space of the maincrank pin will be a circle, but for any other setting of the main crankpin the path in space will be an ellipse, the sum of the axes oftheellipse being constant but the ellipticity increasing as theeccentricity between the main crank pin and planets is decreased.

Instead of the duplicator described above 1' a second pair of planetwheels 308, 309, similar in all respects to the first pair and gearingwith the same pair of internal wheels 300, 301 respectivelyare provided,both pairs being sutficiently separated axially, as shown (Figure 10),to allow the rims to clear and the common centre of one pair beingdiametrically opposite that of the other. 310 then constitutes thesubsidiary crank pin.

In the alternative type of vgear in which divided links are used eitherof the abovedescribed ellipse generators may be used but so modifiedthat the elliptic motion is applied to the hinge pin at the junction ofthe divided link, the main crank pin in this type describing at :alltimes acirc le, as in British Patent No. 18,909 ot'1913. An example ofsuch construction is illustrated diagrammatically in Figure 11, in which260 represents a double-ended crank, the boss 261 of which is carriedrigidly by the driving shaft (not shown) on a fixed axis. Links 262, 263are pivoted at 264, 2.65 respectively to the two ends of the crank 260and carry roll ers 266, 267 engaging a double cam track 268.

The remote ends of these links are pivoted to the driving links 271, 272by meansof hinge pins 269, 270 respectively, the latter being adapted todrive in turn as before.

The cam tracks are formed on a member 273 which is so mounted upon theframe 27% as to be capable of the angular movement necessary to vary theaxes of the ellipse.

Means (not shown) are also provided whereby the eccentricity ot' thecentre of the elliptic motion may be altered, e. g. by so mounting theframe on a pivot as to be capable "of rocking movement.

The sibsidiary crank pin 270, as shown in Figure 11, may be fitted witha roller revolving on the same elliptic cam and driven in the samemanner as themain crank pin 269 or a duplicator as already described maybe used with this type of gear.

According to a further modificatiomas illustrated in Figures 13 to 20, asimplified form of gear is provided'wherein thecompensation isapproximate.

In this example an ellipse generator is provided but the ellipse is notaltered with every alteration of gear ratio but remains constanton allratios materially greater than 1/1. The gear comprises, in fact, allthe,

matic power control component which, however, may be incorporated, ifdesired.

The modifications in the individual component parts, however, are asfollows:

The universal coupling, although producing the same result asbetore,-embodies pivotal links 200 by which the free member 201 isattached to the driving member 202 (Figures 13 and 1e).

Similar links 203 attach theflzfre'e member to the driven member 204.

The links 200 acting alone would thus restrain the free member 201 torectilinear mo tion a definite direction, whereas the links 203 actingalone are arranged to constrain the tree member v201 to a rectinearmotion at right angles to the first direction. These two motionssuperimposed result in the wellknown circular motion of the centreelement of the Oldhamcouplin By this means the sliding friction of theOldham "coupling is replaced the much smaller pivot friction of thehinge pins.

The ellipse generator difiers from that described with reference toFigures 1 to 9 in that. the sliding surfaces are replaced by pivots 205and links 206 arranged to form two parallel motions operating mutuallyat right angles. All the pivots 205 are embodied in the sleeve 207 andone pairof the links 206 is coupled to the member 208, the other pairbeing coupled to the member 209, as shown (Figure 15). 1

An additional member 210 (whose motion is the sameas that of the member208) isprovided and coupled to the sleeve 207 through links 206, whichlatter are bifurcated as indicated in Figure 13. e

Between the members 208 and 210 there is provided a member 211 whoseeccentricity may be varied. This member 211 is carried upon arectangular portion 213 of the shaft 212 (which is rigidly connected tothe driven member 204:) The means for efiecting variation of theeccentricity of 211 relatively to the axis of the shaft 212 are asfollows:

In each two sides of the rectangular portion 213 are formed slots 214 atan angle to the axis but parallel to each other. Sliding blocks 215attached to the eccentric 211 operate in these slots in such a mannerthat axial movement of theeccentric 211efl1'ects, an alterationineccentricity (Figures 16 and 17).

At one extreme the eccentric 211 lies concentric with the shaft 212,thus forcing the main crank pin 216 to move in a circular path and atthe other extreme in an ellipse, the ellipticity of which is a meanbetween the extreme elli ses required for complete compensation. lidingblocks 216 aremounted upon the pivots 205'of the parallel motion for theeccentric system being carried in forked portions of thecorrespondinglinks. These blocksare provided with short pins or bosses217 projecting radially through slots 218 in the wall of the sleevemember 207 through a slot 219 in the main housing or frame 220 of thegenerator, the slot 218 being parallel to the axis and the slot 219being inclined partially at 90 and partly at a lesser angle thereto sothat upon relative rotation of the members 207 and 220 during changeofgear, say when changing from 1/1 to the highest ratio of gearreduction provided for, the eccentric 211 which atcommencement of thechange is held concentric with the rotating member 212 of the generatoris rapidly moved to the other extreme and there held during theremainder of the change.

The angular disposition of the axes of the ellipse is in this formgoverned by a lever formed integrally with or coupled to the rotatableframe 207 of the generator by means of a link 32 5 (Figure 13) pivotedat its other end to some fixed part of the casing. The length of thislink and the disposition of the fixed pivot in respect to the centre ofswing of the main housing of the generator determines the variation inthe angle of the axes throughout the range. Neither the position of thefixed pivot nor the length of the link needs alteration after havingonce been set but both may be adjustable if desired. I

It will be noted that in this exampleof the gear the throw of the maincrank pin 216 is fixed with relation to the centre of the rotatingmember 213 of the ellipse generator.

The displacement of the generator frame 220 is 'accomplishedsimilarly tothat described in connection with Figures 1a 9,

except that hand control only isprovided. Thus, a sprocketwheel fixed tothe worm spindle andgeared by chain (not shown) to a second sprocket andhand-wheel within reach of the driver or any other system for rotationsuitable for the purpose maybe provided.

The duplicator in the modified gear is shown in Figures 13 and 18 and inits essential details is similar to thatalready described with referenceto Figures 1 to 9, a change only the form and disposition between themembers having been'made As will be seen fr0mfF1gure'18, the subsidiarycrank pin 221 iscoupledto the main crank pin 216 by systems of links222, 223,

common member 224 and annular member The variable speed sleeves, asbefore, are arrangedto rotate theone within the other but the. diameterof eachsleeve being considerably increased [and bored out in sucha'manner that when placed together, the two.

of the other but being of considerably larger diameter. Upon the innersurface of the larger bossof the sleeve 225 is formeda screw thread 230of coarse pitch and upon the outer surfaceof the smaller boss of thesleeve 224 are formed castellations or tongues parallel with the axis.Surrounding the castellated boss and fitting within the larger screwedboss is a piston 232 screwed and tongued to fit each respectively. Inthe body of thepiston are two sets of spring-loaded valves233, 23 bothallowing of intercommunication between the two opposite piston faces butone set allowing it to take place in one direction and the other set inthe opposite direction.

Surroundin and completely enclosing the variable speed sleeves 224, 225is a hollow drum 235 rotationallyconnected to the driven or slow speedshaft 236 of the gear and having formed upon its inner surface in twoplanes each of which coincides with the plane containing the radialbosses of the variable speed sleeves respectively internal teeth 237 of'V-formation to fit the pawls. One or more safety valves are providedin any suitable position, for instance in one or more of the pawlcylinders (e. g. at 238, Figure 13) llhe whole of the internal space ofthe variable speed sleeves is filled full of oil and is ep ll and u dePressur by a n n antl-y pump provided for the purpose. Thepumpfeomprises a ram 239 which is caused to reciprocate within acylinder 2&0 by an en ic .2 the shaf 236 (Fi u 13 and A p t d sea ing iPr vided t 242 t r-Qugh a new i-n wh ch oil enters t y in er2 '0viat11educt 2% z 1 Anon-retu valve is provided at 2&5 and ducts 2&6 through wich .oil is-Pumpnd to a pressu e ermi by the tension of the springLeakage of .oil is Iietardedi-n'theusual way, the oil ng uti iz d forforr d 'hriQeti ne action of the devi e i a o w Owing to the relativemotion between the two variable speed sleeves 224i, 225, each ,in turnre iolvin g through part of the revolution faster than the other,piston232 is caused to .re rr wt sm lly, i iec ramen eme f the strokecoincidingwith {the commencement of t e accel a ed P rtion of the. le vere tion; .Sinc'e theinteriorof the variable speed l ev s lo ed .1110- ilan escap and than: for press re is s t lip on u cs d 9f. t piston andsuctionon the other. fflhe hand of the sorewthread 230 with which thethread p o idedcnti l Pist n m s es i so a ranged that the pressure isdirected on to the ingoing oawls" and the suction against the outgoingpawlsJ The amount of pressure generated is determined by the loading ofthe piston valves 233, 23%, and is such that it is sufficient to n a thepawl n g a under ful l lVhen this pressure ji-s exceeded the valve opensand the oil passes through the piston 232 to thesuction side t lrereof.I

Th pa l t e h being of llormat on, ou ng pawl ar utoma i ally dr en ba kout of gear with theannular wheel concerned through the agency \of theaccelerated angu- 1511" m vement; t Oi 9 tha side Of t Pi ton ti nuglthe pi tes va e t t e o her sid 'and s f rc ng t e ingoi ig Peni intogear. Simultaneously the piston comm e t stroke and m nta ns thePressure required for powertransrnission.

When t eg a sl n rati f 1/ I arran th t ths of Par s engage he isSPe ttsr allytoethed p rtion of the-me e 235 by augmenting thequantity of oilimprisoned within thesleeves 224 225'. This is achieved by providing aport'24 8 which registers with the oil duct 249 only when the pins 256and 251 (Figure 18) rest at180 aparta condition which obtains enly whenon .gear ratio of 1/1- Under these conditions the pump delivers oilthrough 249 and 2:28 and forces outwards both sets of pawls.

Upon subsequent alteration of the gear ratio the port 2&8 is moved outof register with-the duct and the excess pressure is relieved, assoonasthe piston commences to move axially, by means of the safety valve 238.

Having now described .myinvention, what I claim as new and desire tosecure by Letters Pa n i g l; Infinitely variable gear of the typedescribed including a main driving shaft, a driven shaft, twoalternately operating driving members for said latter shaft, twointermediate driving members, driving means be tween said n'aindrivingshaft and said inrmediate driv ng m mb e pect ly, means constrainingsaid intermediate .driving members to asubstantial'ly elliptic'alpath,means for modifying the constraint imposed upon the motion of saidintermediate memhers from an ellipse to a circle a driving connectionbetween oneofsaidintermediate.driv

members and oneof said alternately operating driving members, a drivingconnection between the other of said intermediate drivmenibers and theother of said alternately operating driving members and means for Ptting nt an out f perat n-summ t cally said driving connections.

2. An infinitely yaria'ble gear as claimed in claim: 1, wherein thedriving means between saidmaindri ing sh f a d aid inte m d ving membersin ludineQ am coup n mech n smr An infinitely variable gear of the typedescribed, including a main driving shaft, a driven shaft, twoalternately operating driving memoers forsaid lattershaft, twointermediate driving'members, driving means between said main drivingshaft and said intermediate members respectively, Ineansconstralningsaid intermediate driving members to a mean elliptic path onall gear ratios highertl an about 1/1, a driving connection between oneof said intermediate driving members and one of said alternatelyoperating driving members, and a driving connection between the otherofsaid intermediate driving members and the other of said alternatelyoperating driving members. 7

it A l fin telv a iab g a Claimed in claim 1, including also poweroperated spe d rat o @bnt q ch sm- 5. infinitely variable gear asclaimed in claim '1, including also automatically operating'power speedratio control mechanism.

,6. An infinitely variable gear of the type described, including a maindriving shaft, a driven shaft, positive clutching means on said drivenshaft, and two alternately operating driving members for said lattershaft, two

